EP1743794A1 - Procédé de commande de la répartition de la puissance motrice dans un véhicule hybride - Google Patents

Procédé de commande de la répartition de la puissance motrice dans un véhicule hybride Download PDF

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Publication number
EP1743794A1
EP1743794A1 EP06009044A EP06009044A EP1743794A1 EP 1743794 A1 EP1743794 A1 EP 1743794A1 EP 06009044 A EP06009044 A EP 06009044A EP 06009044 A EP06009044 A EP 06009044A EP 1743794 A1 EP1743794 A1 EP 1743794A1
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EP
European Patent Office
Prior art keywords
torque
internal combustion
combustion engine
electric motor
minimum
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06009044A
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German (de)
English (en)
Other versions
EP1743794B1 (fr
Inventor
Axel Ibenthal
Thomas Proske
Matthias Schultalbers
Stefan Dr.-Ing. Spannhake
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IAV GmbH Ingenieurgesellschaft Auto und Verkehr
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IAV GmbH Ingenieurgesellschaft Auto und Verkehr
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Publication of EP1743794A1 publication Critical patent/EP1743794A1/fr
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Publication of EP1743794B1 publication Critical patent/EP1743794B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a method for controlling the drive power distribution in a motor vehicle with hybrid drive with the features mentioned in the preamble of claim 1.
  • Hybrid drives in which an internal combustion engine and at least one electric motor jointly introduce a torque into the drive train of drive machines, are known per se in the art.
  • the problem arises that at a load torque change has a different response to the change in torque of the internal combustion engine and the electric motor.
  • Due to the operating principle of internal combustion engines there is always a delay in the conversion of setpoint into actual moments. This delay is due in particular to the behavior of the air mass flow in the intake manifold and the behavior of the throttle valve and their adjustment.
  • an electric motor By means of an electric motor, a change from nominal to corresponding instantaneous moments is implemented almost instantaneously.
  • the delay occurring in the internal combustion engine must be taken into account by a control device in order, for example, to prevent the internal combustion engine from stalling due to a suddenly increased load torque of the electric motor.
  • From the DE 197 04 153 C2 is a drive system consisting of an internal combustion engine and at least one electric machine with a control previously known, in which the controller initiates an increase in the torque of the engine upon application of a load at idle of the engine and on the other hand, until this engine intervention is effective, the electric machine so controls that it temporarily applies an additional driving torque.
  • the electric motor is briefly used to deliver an additional torque to a common drive train only during a load change.
  • the electric motor is not constantly involved in the drive of the vehicle.
  • a method for controlling the drive power distribution in a hybrid vehicle in which a control device based on measured and / or calculated values, the driving power distribution between the internal combustion engine and the electric machine with respect to the power dynamics and energy consumption of the vehicle and its pollutant emissions and driving comfort controls and regulates.
  • a control device based on measured and / or calculated values, the driving power distribution between the internal combustion engine and the electric machine with respect to the power dynamics and energy consumption of the vehicle and its pollutant emissions and driving comfort controls and regulates.
  • existing desired operating values for the operation of the electric machine are changed to desired operating values adapted to the current drive power requirement, the future maximum and minimum moments, powers, efficiencies and losses being predicted for determining the new desired operating values for the electric machine.
  • a regulation of the distribution of the torque in a load change taking into account the delay occurring in the engine does not occur with this method.
  • the DE 103 33 931 A1 describes a method for controlling an electromechanical, power split hybrid drive of a motor vehicle with an internal combustion engine and two electric machines, which are coupled by a downstream transmission.
  • To control the target rotational speeds and the desired torques are calculated and the respective target speeds compared with the actual speeds for the internal combustion engine and the two electric machines, wherein at a speed deviation one or more additional torques are calculated in the torque control of the internal combustion engine and the electric motors are taken into account.
  • the speed controllers of the electric machines are designed as P or PD controllers and the internal combustion engine as I, PI or PID controllers.
  • the speed control loop of the internal combustion engine is provided with an integral component which compensates for inaccuracies in the torque control of the internal combustion engine.
  • the invention has for its object to provide a method for controlling the drive power distribution of torques of an internal combustion engine and an electric motor on a common output train of a motor vehicle with hybrid drive, in which at a load point shift and / or a driver command torque change almost instantaneously the implementation of a target torque in a Istmoment takes place.
  • the delay occurring in the internal combustion engine of the conversion of desired to actual moments is to control the drive power distribution with a change in the drive power due to load point shift and / or driver request torque change by a Control device calculated in advance and the electric motor controlled by the control device such that the resulting by the delay of the internal combustion engine torque differences are compensated by the electric motor.
  • the regulation of the compensation of the resulting torque difference takes place in the control device on the basis of two identical models for calculating the behavior of an air mass flow in the intake manifold taking into account the Drosselkla penwolf based on a driver's desired torque and due to a requested load point shift.
  • a predicted torque of the internal combustion engine is determined for the change of the driver's desired torque and a predicted amount of the torque change of the internal combustion engine for the load point shift.
  • the predicted torque and the predicted amount of the torque change of the internal combustion engine serve as output variables for the calculation of the setpoint value to be set of the electric motor during the torque change, taking into account the compensation, the torque differences arising from the internal combustion engine and provided that the minimum and maximum torque limit of the electric motor is not undershot or exceeded.
  • the advantage of the method according to the invention is that with a change in the drive power as a result of load point shift and / or driver command torque change, a conversion of a new desired torque into a corresponding actual torque occurs almost instantaneously.
  • the delays in the implementation of new desired torques in the corresponding actual torques occurring in an internal combustion engine are compensated by the electric motor on account of their progress prediction in the control unit.
  • the electric motor is controlled by the control unit in such a way that the torque difference caused by the internal combustion engine is compensated until the setpoint torque of the internal combustion engine is reached.
  • Another advantage of the solution according to the invention is that the drive power distribution is set by the controller so that on the one hand optimal support by the electric motor and on the other hand maximum utilization of the internal combustion engine takes place.
  • the hybrid drive can also be optimized with regard to minimizing consumption, minimizing pollutant emissions and improving ride comfort.
  • the solution also makes it possible to use the electric motor by load point shift for charging a battery, since the torque requirement of the electric motor is also taken into account in the synchronization.
  • a per se known hybrid drive for a vehicle consists of a conventional internal combustion engine and at least one electric motor, which can be operated either as a motor or as a generator.
  • the hybrid drive may also be formed from one or more internal combustion engines and one or more electric motors. It is possible that an electric motor for applying torque to the common drive train and the other electric motor is used as a generator for charging an energy storage.
  • the electric motor together with the internal combustion engine drives a drive train, the energy required for driving the electric motor being supplied by an energy store, for example a battery.
  • the electric motor is driven by the internal combustion engine and / or by the thrust of the vehicle, wherein electrical energy is generated and supplied to the energy store.
  • control of the internal combustion engine and the electric motor via a control device, preferably via a per se known engine control unit. But it is also possible that the internal combustion engine and the electric motor are controlled by separate control devices, wherein the control of the two drive units are coordinated with each other.
  • the control of the drive power distribution of the internal combustion engine and the electric motor for applying a common desired torque to a drive train is effected by a control device.
  • delay of the conversion of target to actual torques is calculated by the controller in advance. Due to the precalculated delay of the conversion of setpoint into actual moments and the resultant torque difference, the almost instantaneously responsive electric motor is controlled and controlled by the control device, taking into account compliance with the minimum and maximum torque limits of the electric motor, such that the torque differences resulting from the deceleration of the internal combustion engine be compensated by the electric motor.
  • FIG. 1 shows a schematic representation of the inventive control of the drive power distribution of a hybrid drive is shown.
  • the torque of the internal combustion engine is predicted taking into account the behavior of the air mass flow in the intake manifold at respectively different input variables on the basis of two identical system models 10.
  • a route model 10 is supplied with the requested driver torque M FW 1 and the other model 10 with a requested load point shift 24 as an input variable. Due to the later explained in more detail linkage of the resulting from the driver's desired torque 1 predicted torque of the internal combustion engine with the resulting from the load shift 24 predicted amount of torque change of the internal combustion engine, the torque setpoint calculation 12 for the electric motor due to the delayed implementation of the setpoint in Istmomente the internal combustion engine.
  • FIG. 2 shows the structure of the block diagram 24 shown in FIG. 1 for shifting the load point. It is from the minimum torque of the electric motor 13 M EM min at time t n + 1 and taking into account a linking element 15, with a sign reversal, and the maximum torque of the internal combustion engine 14 M VKM max at time t n + 1 and the torque requests for load point shift 6, 7, 8 and 9 in the linking element 16 determines a minimum applicable torque difference of the electric motor at a load point shift.
  • the minimum torque of the internal combustion engine 17 M VKM min at time t n + 1 and the maximum torque of the electric motor 18 M EM max at time t n + 1 taking into account the linking element 15, and from the torque requests for load point shift.
  • the driver's desired torque 1 is linked at time t n with the torque of the internal combustion engine 22 M pVKM predicted on the basis of the distance model at time t n + 1 .
  • a combination of the previously described predicted amount of the torque change of the internal combustion engine 23 with the maximum torque of the internal combustion engine 18 M VKM max at time t n + 1 taking into account the logic element 15 takes place in the logic element 26.
  • the value thus determined is in the logic element 27 with the minimum Torque of the electric motor 13 M EM min at time t n + 1 and in consideration of another link element 15 linked.
  • the value from the linking element 27 is linked to the minimum torque of the electric motor 13 M EM min at time t n + 1 in the linking element 29, taking into account the driver's desired torque 1 at time t n and the value determined from block 25.
  • the current desired torque of the electric motor is calculated at a conversion of desired to actual moments, with which also occurring by the delay of the internal combustion engine torque difference is compensated. Due to the described structure, a continuous shift of torques between the internal combustion engine and the electric motor can take place. This torque shift applies both to the conversion of desired to actual torques and to the use of the specific advantages of a hybrid drive, such as minimizing fuel consumption and exhaust emissions.
  • FIGS. 4 and 5 show the displacement of the torques between the internal combustion engine and the electric motor when the driver's desired torque is changed and when the load point is displaced.
  • the associated torques are recorded in the change of the driver's desired torque.
  • the resulting torque of the internal combustion engine is shown as a solid line, the electric motor as a dashed line and the resulting total moment as a dash-dot line. From the illustration it can be seen that in the implementation of the setpoint in actual moments, the behavior of the internal combustion engine is compensated by the almost instantaneous conversion of the setpoint into actual moments by the electric motor.
  • FIG. 5 which shows the time profile of the torques in the case of a request for shifting the load point
  • the line marking corresponds to that in FIG. 4.
  • the upper diagram shows a load shift in which the control device requests an additional torque of, for example, 10 Nm the electric motor goes into regenerative operation and thus can charge the battery. Since the driver's request does not change, it must be ensured that the torque remains constant at the power take-off.
  • the proposed control takes into account the delay time of the internal combustion engine and does not change the torque of the electric motor abruptly, but in accordance with the available torque of the internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
EP06009044A 2005-07-13 2006-05-02 Procédé de commande de la répartition de la puissance motrice dans un véhicule hybride Not-in-force EP1743794B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005032670A DE102005032670A1 (de) 2005-07-13 2005-07-13 Verfahren zur Steuerung der Antriebsleistungsverteilung in einem Kraftfahrzeug mit Hybridantrieb

Publications (2)

Publication Number Publication Date
EP1743794A1 true EP1743794A1 (fr) 2007-01-17
EP1743794B1 EP1743794B1 (fr) 2008-01-09

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EP06009044A Not-in-force EP1743794B1 (fr) 2005-07-13 2006-05-02 Procédé de commande de la répartition de la puissance motrice dans un véhicule hybride

Country Status (4)

Country Link
US (1) US7650954B2 (fr)
EP (1) EP1743794B1 (fr)
AT (1) ATE383290T1 (fr)
DE (2) DE102005032670A1 (fr)

Cited By (7)

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WO2007099001A1 (fr) * 2006-02-24 2007-09-07 Robert Bosch Gmbh Procédé de fonctionnement d'un véhicule hybride et contrôleur pour mettre en œuvre le procédé
WO2008022846A1 (fr) * 2006-08-22 2008-02-28 Robert Bosch Gmbh Dispositif de commande et procédé de commande d'un groupe propulseur hybride
WO2009033460A1 (fr) * 2007-09-14 2009-03-19 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Procédé et dispositif de simulation de propriétés de conduite d'un concept d'entraînement à développer d'un véhicule automobile
WO2011072965A1 (fr) * 2009-12-18 2011-06-23 Robert Bosch Gmbh Procédé permettant de faire fonctionner un dispositif d'entraînement et appareil de commande pour un dispositif d'entraînement
FR3007074A1 (fr) * 2013-06-12 2014-12-19 Peugeot Citroen Automobiles Sa Procede d’agrement preventif et systeme de commande d’un groupe motopropulseur hybride
WO2018069159A1 (fr) * 2016-10-14 2018-04-19 Continental Automotive Gmbh Stratégie de régulation simplifiée pour véhicule hybride aux fins de réduction des valeurs d'émission
EP3326880A1 (fr) * 2016-11-29 2018-05-30 Bayerische Motoren Werke Aktiengesellschaft Procédé de commande d'un entraînement hybride d'un véhicule automobile et entraînement hybride d'un véhicule automobile

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US7953539B2 (en) * 2007-04-04 2011-05-31 GM Global Technology Operations LLC Torque split strategy for a belt alternator starter (BAS) hybrid
DE102007027966B4 (de) * 2007-06-19 2020-06-18 Bayerische Motoren Werke Aktiengesellschaft Antriebseinheit für ein Hybridfahrzeug und Verfahren zur Steuerung eines Hybridfahrzeugs
DE102007027965B4 (de) * 2007-06-19 2020-03-26 Bayerische Motoren Werke Aktiengesellschaft Antriebseinheit für ein Hybridfahrzeug und Verfahren zur Steuerung einer Antriebseinheit eines Hybridfahrzeugs
US7792628B2 (en) * 2007-09-27 2010-09-07 Ford Global Technologies, Llc Electrical assist for reducing emissions and torsion response delay in a hybrid electric vehicle
US8062081B2 (en) * 2007-12-12 2011-11-22 Foss Maritime Company, Inc. Hybrid propulsion systems
DE102008064536A1 (de) 2008-12-19 2010-06-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Messverfahren
DE102009001297B4 (de) * 2009-03-03 2023-05-25 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs
DE102011002890A1 (de) 2011-01-20 2012-07-26 Zf Friedrichshafen Ag Verfahren zur Regelung der Lastpunktverschiebung eines Verbrennungsmotors und zumindest einer elektrischen Maschine mit unterschiedlichem Ansprechverhalten im hybriden Fahrzustand in einem Parallel-Hybrid-Antriebsstrang
DE102015220275A1 (de) * 2015-10-19 2017-04-20 Robert Bosch Gmbh Steuervorrichtung, Antriebsstrang und Verfahren
DE102015224250A1 (de) * 2015-12-03 2017-06-08 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuereinheit zur Momentenverteilung bei Hybridantrieben
DE102015015691B4 (de) * 2015-12-04 2024-01-18 Audi Ag Verfahren zum Betrieb eines Kraftfahrzeugs mit einer separat antreibbaren ersten und zweiten Achse
DE102016217941A1 (de) 2016-09-20 2018-03-22 Voith Patent Gmbh Verfahren zum Betreiben eines Hybridfahrzeugs
DE102016125607A1 (de) * 2016-12-23 2018-06-28 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Antriebssystems, Antriebssystem und Kraftfahrzeug
DE102017204042A1 (de) * 2017-03-10 2018-09-13 Volkswagen Aktiengesellschaft Verfahren zur Steuerung eines Kraftfahrzeuges und Kraftfahrzeug
DE102019124922A1 (de) * 2019-09-17 2021-03-18 Bayerische Motoren Werke Aktiengesellschaft Steuereinheit und Verfahren zum Betrieb einer elektrischen Maschine eines Hybridantriebs
DE102019217334A1 (de) * 2019-11-11 2021-05-12 Zf Friedrichshafen Ag Verfahren und Steuerungssystem zum Betreiben eines Antriebsstrangs

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EP0962352A2 (fr) * 1998-06-03 1999-12-08 Nissan Motor Co., Ltd. Dispositif de contrÔle des forces motrices d'un véhicule hybride
US6359404B1 (en) * 1999-09-07 2002-03-19 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for hybrid vehicle
DE10135978A1 (de) * 2001-07-24 2003-02-06 Isad Electronic Sys Gmbh & Co Antriebssystem für ein Fahrzeug und Verfahren zum Betreiben eines solchen Antriebssystems
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US7650954B2 (en) 2010-01-26
EP1743794B1 (fr) 2008-01-09
US20070012494A1 (en) 2007-01-18
ATE383290T1 (de) 2008-01-15
DE502006000280D1 (de) 2008-02-21
DE102005032670A1 (de) 2007-02-01

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